Starter for internal-combustion engines



Jan. 20, 1953 w. R. KING 2,625,923

STARTER FOR INTERNAL-COMBUSTION ENGINES Filed Dec. 26, 1941 2 SHEETSSHEET 1 26 V zfgaj 6 59 5? Q 555 William R. King Jan. 20, 1953 w. R. KING 2,625,923

STARTER FOR INTERNAL-COMBUSTION ENGINES Filed D60. 26, 1947 2 SHEETS-SHEET 2 /fl0- 2 3mm M M2 WlY/l'am R King gi g jm 9 Patented Jan. 20, 1953 STARTER FOR INTERNAL-COMBUSTION ENGINES William R. King, Longviev'v', Tex.

Application December 26, 1947, Serial No. 793,923

11 Claims.

This invention relates to new and useful improvements in starters for internal combustion engines.

One object of the invention is to provide an improved pressure fluid operated starter for internal combustion engines which is extremely simple in structure and is economical to manufacture and operate.

Another objectoi the invention is to provide an improved. pressure fluid operated starter for internal combustion engines adapted to be operated by a fluid under pressure, such as gas, andwhich may be caused to function an indefinite number of times without any undesirable results or effects such as overheating.

. A particular object of the invention is to provide an improved starter for internal combustion engines adapted for operation in conjunction with engines situated at localities where fluid under pressure is readily available, such as in oil fields.

Another object of the invention is to provide an improved starter for internal combustion engines wherein provision is made for preventing misalining of the starting gears so as to eliminate jamming of the starter.

Yet another object of the invention is to provide an improved pressure fluid operated starter for internal combustion engines which is readily adaptable to hand-cranking in the event of failure of the supply of fluid under pressure.

A construction designed to carry out the invention will be hereinafter described together with features of the invention.

The invention will be more readily understood from a reading of the following specification and by reference to the accompanying drawings, wherein an example of the invention is shown, and wherein:

Fig. 1 is a front elevation of a starter constructed in accordance with this invention, and showing the mounting of starter upon the frame or support of an engine, 1

Fig. 2 is a longitudinal, sectional view, partly in elevation and partly in section, of the starter shown in Fig. 1,

Fig. 3 is an enlarged, fragmentary view of the packing gland for the operating rod of the starter,

Fig. 4 is a plan view of the starter, partly broken away to illustrate the linkage of the starting rod to the quadrant gear,

Fig. 5 is an enlarged, vertical, sectional view taken on the line 5-5 of Fig. 1,

Fig. 6 is a longitudinal, sectional view of a modified form of 1? arter,

2 Fig. 7 is an enlarged, fragmentary, vertical, sectional view taken on the line l-l of Fig. 6,

Fig. 8 is a front elevation of a second modifica tion of the starter,

Fig. 9 is an enlarged, vertical, sectional View taken onthe line 9-9 of Fig. 8, and

Fig. 10 is an enlarged, vertical, sectional view taken on the line Ill-l 0 of Fig. 5. g

In the drawings, the numeral [0 designates an internal combustion engine to which the starter contemplated by this invention is connected. The engine is carried upon the usual base member 1 l which is bolted or otherwise suitably connected to a supporting frame l2. The engine carries the usual cranking or driven connection (not shown) at its lower forward end, said connection extending longitudinally from the engine for the purpose of being engaged by cranking means.

An angular bracket [3 is secured upon the base member l2 in a horizontal position and carries an integral depending arm l lwhich projects downwardly at one side of said member. A similar angular bracket l5 has one leg [6 adjustably secured to the dependin leg M by means of a bolt l1 extending transversely through the two abutting legs. The leg l6 of the bracket [5 carries an integral, laterally-projecting leg 18, and the outer ends of both legs are secured to and support a diaphragm housing I9. The housing 19 is formed of a pair of dished halves 20 and 2| having their concave sides facing one another. Each of the housing halves carries an annular, marginal flange 22 and 23, said flanges being adapted to abut and be secured together by means of a plurality of transverse bolts 24. The halves 20 and 2| of the housing are thus joined together to define thehollow ellipsoid housing I9. While a particular form of housing has been described, it is not essential that the latter assume any particular configuration since it may be of any suitable or desirable shape.

A relatively loose, circular diaphragm 24 extends transversely of the interior of the housing and has its marginal edge clamped between the abutting flanges 22 and 23. The diaphragm may be formed of any suitable flexible material such as treated'fabrics or synthetic rubber. The lefthand end of an operating rod 25 extends through the central portion of the diaphragm, said rod being positioned axially with respectto the housing l9. Screw-threads 26 are formed upon the left-hand end of the rod and receivea screwthreaded washer 21 positioned so as to abut the right-hand side or surface of the diaphragm. A relatively large, circular disk 28 has a central opening 29 through which the rod 25 extends, and the disk is positioned upon the rod so as to engage the left-hand surface of the diaphragm. A retaining nut 30 holds the disk 28 in snug engagement with the left-hand surface of the diaphragm so that the latter is clamped between the disk and the washer 21. The left-hand half 2!! of the housing is formed with a central recess or hollow boss 3| in horizontal alinement with the left-hand end of the operating rod 25, and a suitable coiled spring 32 is confined within the housing between the disk 23 and the bottom of the recess 3|. The retaining nut 30 and the left-hand end of the operating rod extend into the right-hand end of the spring 32, while the left-hand end of the spring is confined within the recess 3|. Thus, the spring is held against lateral displacement and maintains a constant force upon the diaphragm tending to move the same to the right toward the bottom of the right-hand half 2| of the housing. Of course, the engagement of the diaphragm with the right-hand half 2| limits the extent of such movement. A relief port 3| is cut in the bottom of the recess 3| to prevent trapping of fluid in the left-hand portion of the housing.

The operating rod 25 extends through a packing gland positioned centrally in the bottom of the right-hand half of the housing. The packing gland includes an elongate, screw-threaded sleeve 33 which extends through an opening 34 cut in the bottom of the half 2 I. The inner end of the sleeve 33 is enlarged to form a head 35 which engages the inner wall of the housing and limits right-hand movement of the sleeve. A retaining nut 36 engages the screw-threaded portion of the sleeve exteriorly of the housing and is screwed tightly against the outside wall of the latter so as to hold the packing gland sleeve rigidly in position within the opening 34. The sleeve carries an axial bore 37 through which the rod 25 extends, the outer portion of the bore 31 being enlarged at 38 and receiving suitable packing 39. A packing gland follower 40 is disposed inthe outer end of the enlarged bore 38 so as to retain the packing in position, while a'suitable cap 4| engages the screw threads of the sleeve and may be tightened to urge the follower 40 inwardly and thereby retain the packing in snug engagement with the periphery of the rod 25;

The outer surface of the retaining nut 36 is bevelled or chamfered toward the housing I9, and the left-hand end of a thrust tube 42 has a snug fit over said nut. A plurality of set screws 43 project radially inwardly :of the tube 42, said set screws being positioned adjacent the left-hand extremity of the tube so as to bear against the chamfered outer surface of the nut 36. In this manner, the tightening ofthe set'screws causes the tube nto be urged intosnugengagement with the outer surface of. the housing and prevents longitudinal movement of the tube with respect to said housing. At the same time, the structure permitsthe tube to undergo a limited degree of pivoting about the nut 36.

A vertical bracket or yoke 44 is positioned in alinement withthestarting connection of the engine In and is in the form of an inverted U having a horizontal web 45 at its upper end with apairof depending legs. The rearward leg 43 is positioned adjacent the front end of the engine l and is suitably secured theretoby means of a bracket 41, while the forward or front leg as extends vertically and parallel to the rearward leg 45 but is spaced forwardly'therefrom by the Web 45. "The yoke 44 is positioned at right angles with respect to the rod 25 and the thrust tube 42, and the right-hand end of said tube extends between the legs and 48. The right-hand extremity of the tube 42 carries a boss 49 upon its forward side, said boss being formed with a fiat face 56 which abuts the inner surface of the forward leg 48. A plurality of openings 5| are arranged in a vertical row in the forward leg 48, and a suitable bolt 52 extends through one of these openings into a screw-threaded opening 53 provided in the boss 49. In this manner, the right-hand end of the tube 42 is securely fastened to the forward leg 48 and thus to the yoke 44. As shown in the drawings, the thrust tube 42 is of sizable length since the diaphragm housing I9 is normally positioned at the side of the engine l0. However, this structure is not essential, and the length of the tube may vary in accordance with the desired positioning of the diaphragm housing.

A relatively large quadrant gear 54 is disposed between the legs of the yoke 44. The quadrant carries an elongate, transverse, bearing sleeve 55 formed integrally therewith, at its lower end, said sleeve extending transversely between the lower ends of the legs 45 and 58 and receiving a bearing bolt 55 also extending transversely of the lower ends of the yoke legs. The gear is free to rotate about the bolt 56 as an axle and to swing in a vertical arc between said legs parallel to and in alinement with the axis of the rod 25. A plurality of openings 51 are arranged in a vertical row near the central portion of the gear 54 and adjacent the left-hand edge thereof. The clevis 53 of a connecting link 59 extends over the lefthand edge of the quadrant gear, and a suitable pin 69 passes through the outer end of the clevis and one of the openings 51. The link 53 is thus pivotally connected 'to'the left-hand edge of the gear 54. By selecting different ones of the openings 57, the spacing from the bolt 55 of the point of connection of the clevis 58 to the gear 54 may be varied at will. Of course, the right-hand end of the tube 42 is shifted at the same time by varying in which of the openings 5| the bolt 52 engages.

The left-hand end of the link 59 is pivotally connected to a sleeve 6| by means of a transverse pin 62, the sleeve carrying internal screw-threads 53 and being secured in screw-threaded relation to the right-hand end of the operating rod 25. By means of this structure, longitudinal movce ment of the rod 25 results in swinging of the gear 54 in a vertical arc between the legs of theyoke 44. g

The upper end of the gear 54 is arcuate and carries gear teeth 64 adapted to mesh with a pinion 55 carried upon a transverse shaft 55 journaled in the upper end of the yoke 34. The pinion 55 may be held against rotation with respect to the shaft 66 by means of a key Bl or in any other suitable manner. The forward end. of the shaft 56 extends through the forward leg 43 and carries a suitable knob or handle 68 upon its projecting portion. The handle or knob 68 is secured upon the shaft by means of a set screw 55 so that the knob may be removed when desired. A pin 10 extends transversely of the shaft between the knob and the forward leg 48 and projects radially from each side of saidshaft so as' to receive the usual hand crank (not shown).

For engaging the starting connection of the engine, the rearward end of the shaft 55 extends through the rearward leg 45 and carries a suit able starting connection H similar to and adapted to mesh with the starting connection provided upon the engine. Obviously, the design of these starting connections differ among the various makes of engines, and the fitting 1| may be varied so as to be capable of meshing or engaging therewith. Since the shaft 66 extends through both of the legs 46 and 44, and the pinion 65 is of lesser width than the space between said legs, the shaft may undergo limited longitudinal movement with respect to the yoke 44. Because of this structure, the starting connection ll may be moved into engagement with the starting connection of the engine, or it may be retracted from engagement therewith. Virtually all of these starting connections operate on a ratchet principle, so that the starting of the engine will automatically result in movement of the shaft 66 to the left, as viewed in Fig. 5, so as to cause automatic disengagement of the starting connection H and the starting connection of the engine.

In the operation of this device, a suitable fluid under pressure, such as natural gas or fuel gas, is admitted to the space between the diaphragm 24 and the right-hand half of the housing IS. The fluid under pressure may be conducted into this space through a suitable pipe 12 in which a two-way valve 13 is connected. Upon actuation of the valve 13, the admitted fluid under pressure causes the diaphragm 24 to move rapidly to the left, compressing the spring 32, and causing the rod 25 to move longitudinally to the left. Through the link 59, the left-hand movement of the rod 25 results in pivoting to the left of the quadrant gear 54 about the bearing bolt 56 as an axle. In so moving, the quadrant gear causes rotation of the pinion B and the shaft 66, and thereby imparts to the starting connection of the engine a rotative movement by engagement of the starting connection H therewith. The starter remains in this position so long as the valve 13 is not again actuated, but it is pointed out that the resultant starting of the engine will automatically shift the shaft 66 into a nonengaging position so that continued rotation of the engine and its starting connection does not result in damage to the various elements of the starter.

Upon the completion of this operation, the valve 13 is actuated so as to shut off the supply of fluid under pressure and permit the spring 32 to exhaust the fluid under pressure from the housing I!) through the exhaust outlet 14 of the valve 13. Of course, the quadrant gear 54 is returned to its right-hand position at the same time. In normal operation, the handle or knob 58 is grasped by the person starting the engine, and the shaft 66 shifted into an engaging position. The valve I3 may then be operated to cause the quadrant gear to impart several revolutions to the crankshaft (not shown) of the engine and start the latter. In the event the engine is difiicult to start, this starting operation may be repeated as many times as desired with no undesirable results other than the dissipation of the fiuid under pressure being employed for operating the diaphragm. There is no tendency for the starter to heat through repeated use, and the startingoperations maybe repeated and continued for an indefinite period of time. As soon as, the engine starts, the, shaft/66 is at once caused to move to an inoperative position, and the starter remains inactive until subsequent starting operations are desired.

In its right-hand position, the quadrant gear 54 does not engage or mesh with the pinion 65. In moving into engagement with the pinion, the teeth 64 of the quadrant gear may become misalined with respect thereto, so that a particular form of gear tooth for the pinion 65 has been found desirable. While this particular configuration of the tooth is not essential, it further increases the foolproofness of this starter and renders jamming of the gear teeth substantially impossible.

As illustrated in Fig. 19, the teeth 15 of the pinion 65 are of the usual and ordinary configurations with the exception that each tooth carries a flattened surface 16 positioned at an angle between the outer end of each tooth and the right-hand side thereof. It will be noted that in moving into engagement with the pinion 65, the first teeth 64 of the quadrant gear'engage the lower right-hand portion of the pinion. The flattened surface 16 provided upon each of the teeth 15 extends at an angle so as to form a continuation of the peripheral arc of the quadrant gear when said gear teeth 15 are in a position to be the first engaged by the teeth 64 of the quadrant gear. It will also be noted that the fiattened portion 16 does not merge gradually into the left-hand side of the teeth [5, but rather that there is a sharp angle or point between the surfaces 16 and the left-hand side of the teeth. This arrangement prevents the teeth 64 from misalining with the teeth 15 and causing the two gears to jam. The first tooth B4 of the quadrant gear either passes under the flattened portions 16 of the next gear tooth 15 to be engaged and strikes the left-hand side of the first gear tooth '15 to be engaged, or said first gear tooth 64 engages the left-hand side of the first mentioned gear tooth l5 and moves it in a clockwise direction as viewed in Fig. 10. The provision of the relatively sharp angle or point between the flattened surface 16 and the left-hand side of each of the gear teeth 15 causes the first gear tooth 64 to either move safely past the gear tooth l5 and strike the next tooth, or to engage and move said first mentioned gear tooth 15.

It will be noted that the first or uppermost tooth 64 upon the quadrant gear 54 might conceivably enter into engagement with the first tooth 15 to be engaged in such a manner that the point or sharp angle between the left-hand side of said tooth and the flattened surface It thereon would come into direct alinement with the exact outer end of the aforesaid tooth 64. In such an instance, there might be jamming of the two gears. To preclude this possibility, a spring-pressed plunger 11 is" carried within a housing l8'mounted in the web '35 of the yoke 44. The plunger 11 projects downwardlyso as to engage the teeth 75, and is forced upwardly as each successive tooth passes thereunder. Because of the spring 19 which urges the plunger downwardly, the latter will tend to enter the valley between adjacent teeth when the pinion 65 is at rest. As shown in Fig. 10, and illustrated by the dotted line positions of the pinion and the plunger, this downward movement of the plunger causes the pinion to rotate, whenever it is at rest, into the dotted line position shown. In this position, the aforementioned possibility cannot occurbecause the gear teeth "it have been definitely and positively positioned to preclude such a possibility. As appears at the lower portion of this view, as the first gear tooth 64 moves into engagement with the pinion 65, it

will miss by a substantial distance the second gear'tooth A which is to be engaged. At the same time, the first tooth B to be engaged is positioned so as to be met squarely by the aforesaid gear tooth G4, and all possibility or probability of jamming of the gears is avoided. Of course, as the pinion 95 rotates in starting the engine, the plunger I1 moves upwardly and downwardly in a rapid fashion as it is. engaged by successive teeth, but the rotation of the pinion is not impaired. Upon movement of the valve 79 to an exhaust position and a returning of the gear 54 to its right-hand position, the pinion 95 is left unengaged by the gear 54, and it is at this time that the plunger 11 comes into operation and positively positions the pinion 95 in such a fashion that jamming of the gear teeth in subsequent starting operations cannot occur.

In Fig. 6 of the drawings, an alternate form of the starter is illustrated. This form is similar in many respects to the first form described, but employs a gear rack for rotating the starting pinion and a reduced diameter pressure cylinder for returning the device to an inoperative position. The modification includes a cylinder 89 which may be carried upon the engine base in any suitable fashion and within which a suitable piston 8I is adapted to reciprocate. The piston BI carries a piston rod 82 projecting axially from the cylinder through a packing gland 93 and axially through a reduced diameter cylinder 84. The outermost end of the piston rod is formed into a gear rack 85 positioned adjacent the starting connection (not shown) of the engine which is to be started by this structure. The cylinder 84 is considerably less in diameter than the cylinder 99, and a reduced diameter piston 86 is secured upon the piston rod so as to work within the said cylinder 84. The piston 85 is so spaced from the piston 8| as to be at the right-hand end of the cylinder 84 when the piston 8| is at the right-hand end of the cylinder 89 as shown in Fig. 6. A gas supply line 8? is connected into the right-hand end of the cylinder 89 through a two-way valve 98, so that fluid under pressure may be supplied to the cylinder through said valve, or the fluid may be shut off and that fluid within the cylinder exhausted. through the outlet connection 89 of the valve 89.

A second supply line is connected into the line 81 upstream of the valve 88 and leads to the cylinder 84. No valve is provided in this second supply line so that the cylinder 89 is at all times under the pressure of the fluid supply. However, because of the much larger diameter of the piston 8|, when the valve 88 is opened to permit fluid to flow into the cylinder 89, the piston rod 82 is caused to move to the left and thereby exhaust the fluid. from the cylinder. 84. Of course, as soon as the source of fluid under pressure is cut off from the cylinder 89 by means of the valve 88 and the exhaust outlet 89 thereby placed in communication with the interior of the cylinder 89, the pressure exerted within the cylinder 84 causes the piston rod to again move to the right and return the piston 8I to the right-hand end of the cylinder 89 as the gas or fluid under pressure is exhausted from the latter. The cylinder 89 carries an outlet opening 99 in its left-hand end to permit reciprocation of the I piston S I within said cylinder- This'modiflcation of the starter is provided with an inverted U-shaped yoke'9 I, similar to the yoke 44, and carrying apinio'n 92 keyed upon a suitable shaft 93. The shaft 93 extends through both legs 8 of the yoke 9 I, being suitably journaled in open ings 94 therein, and carries a knob 95 upon its forwardly projecting end similar to the knob 98. A transverse pin 95 is provided in the shaft 93 inwardly of the knob 95. The rearwardly extending end of the shaft 93 carries a similar transverse pin 99 for engaging the starting connection of the engine (not shown). Again, the shaft 93 is adapted to undergo limited longitudinal movement so that the pin 96 may selectively be engaged or disengaged with the aforesaid starting connection.

The gear teeth of the pinion 92 are adapted to mesh with the teeth of the gear rack which rides upon a suitable grooved roller 91 rotatably mounted between the legs of the yoke 9I beneath said gear rack. The roller thus serves to support the gear rack and hold it in position for engagement with the pinion 92. The upper end of the yoke 9| is connected to the cylinder 89 by a longitudinal strap 98 which serves to brace said yoke.

With this structure, the valve 88 may be opened to cause the piston 8| to move to the left thereby drawing the piston rod 82 and the gear rack 85 to the left and causing th pinion 92 to rotate in a clockwise position and turn over the crankshaft cf the engine which is to be started. As soon as the valve 88 is closed, the piston rod returns to the right as before described and the starter is placed in an inoperative position but is immediately ready for additional starting operations. The gear rack 85 is cut away at 99 at its left-hand end so as not to be in engagement with the pinion 92 at all times. Therefore, when the gear rack is at its furthermost right-hand position, the pinion 92 is free to be rotated since the elements are thus placed in an inoperative position. If desired, the teeth of the pinion 92 may be formed in a fashion similar to the teeth 15, and a springpressed plunger, similar to the plunger Tl, may be mounted in the upper portion of the yoke 9i for the purposes previously described.

A second modification of the invention is shown in Figs. 8 and 9 of the drawings. This form is very similar to the form illustrated in Figs. 6 and '7 and does not require detailed description. In place of the single piston rod 92, a pair of piston rods are employed. The main cylinder I99, similar to the cylinder 89, is adapted to actuate a piston rod I9I which has connected to its outer end a length of gear chain I92. The chain I92 passes around a starting pinion or sprocket I93 carried upon an upright, U-shaped yoke I94, and upwardly around an idler pinion or sprocket !95 positioned at the upper end of the yoke I94. The opposite end of the chain is connected to the piston rod I96 of a reduced diameter cylinder I9! which is positioned parallel to and immediately above the cylinder I99. The pistons (not shown) of the cylinders I99 and I 9'! thus act in opposition by reason of their connection through the gear chain I92. Supply pipes I98 and I99 are provided for conducting fluid under pressure to the cylinders I99 and I97, and a control valve IE9, similar to the valve 88 previously described, is mounted in the pipe I98. With this structure, the valve I I9 may be operated to cause the chain I92 to rotate the pinion I 93 whenever desired. Upon reversal of the valve Hi), the piston within thecylinder I9! returns the starter to its initial position in much the same fashion as that described in connection with the second form of the invention.

In this third form of the invention, a slightly diiferent arrangement for imparting rotative motion to the starting connection is employed. The pinion I03 is freely rotatable upon a transverse shaft III rotatably supported in the legs of the yoke I04. The pinion is provided with a plurality of internal recesses I I2 having arcuate bottoms and containing roller dogs H3. As viewed in Fig. 8, in rotating the pinion I03 to the left, the dogs [I3 come into engagement with the upright end walls I I4 of the recesses and permit the pinion to rotate with respect to the shaft III. However, when th pinion is rotated to the right, the dogs wedge between the outer periphery of the shaft -III and the arcuate bottoms II2 of the recesses so as to prevent rotation of the pinion with respect to the shaft. In the latter position, rotation of the pinion causes rotation of the shaft and thereby of the starting connection of the engine. Since the shaft III is not held against longitudinal movement when the dogs I I3 are not engaging the same, the shaft may be shifted longitudinally as previously described with respect to the other forms. For this purpose, a knob H5 is provided upon the outer end of the shaft, while a suitable starting connection engaging means (not shown) similar to the means II or 99 previously described, is provided upon the inner end of the shaft. A transverse pin I I6 is carried by the shaft near its outer end for receiving a hand crank.

In all of the forms described, the starting shaft is movable longitudinally within its support and carries a knob or handle on its outer end, with a transverse pin being provided adjacent said outer end of the shaft for receiving a hand crank (not shown). In each form, the shaft may revolve freely when the starter is in its inoperative position. This structure permitshand-cranking of the engine in the event the source of fluid under pressure fails. In such a contingency, the knob may be removed and a hand crank engaged with the transverse pin. The shaft is then shifted into engagement with the starting connection of the engine and hand-cranking effected. Obviously, any other suitable cranking means may be similarly engaged.

The foregoing description of the invention is explanatory thereof and various changes in the size, shape and materials, as well as in the details of the illustrated construction may be made, Within the scope of the appended claims, without departing from the spirit of the invention.

What I claim and desire to secure by Letters Patent is:

l. A starter for internal combustion engines including, a driven connection carried by the engine, a driving connection adapted to be moved into engagement with the driven connection, a gear for revolving the driving connection, toothed means adapted to revolve the gear, spring-pressed positioning means engaging the teeth of the gear constantly, pressure fluid responsive means for actuating the toothed means to move the same in one direction and revolve the gear, and means for moving the toothed means in the opposite direction.

2. A starter for internal combustion engines, including, a support, a, driving shaft reciprocal in the support, a driven connection on the engine, a driving connection on one end of the shaft adapted to engage the driven connection when the shaft is shifted longitudinally toward the driven connection, crank receiving means on the opposite end of the shaft adapted to be engaged by a hand crank for hand-cranking of the entoothed means for revolving the gear, springpressed positioning means engaging theteeth of said gear constantly, and pressure fluid responsive means for operating the toothed means to revolve the gear and crank the engine.

3. A starter for internal combustion engines including, a support, a shaft reciprocally and rotatably carried by the support and having a driving connection, a driven connection on the engine adapted to be engaged by the driving connection, a driven gear rigidly mounted on the shaft so as to be immovable longitudinally or rotatively upon the shaft, a quadrant gear adapted to engage the driven gear pivotally mounted upon the support, the quadrant gear being normally completely disengaged from the driven gear whereby the shaft may be freely revolved and moved longitudinally to move the driving connection into full engagement with the driven connection, a pressure fluid responsive element, an operating rod extending from the element, a link connecting the rod to the quadrant gear, and means admitting a pressure fluid to the element to actuate the same.

4. A starter as set forth in claim 3, and a thrust tube extending between the support and the pressure responsive element.

5, A starter as set forth in claim 3, and a spring-pressed plunger carried by the support and engaging the periphery of the driven gear.

6. A starter for internal combustion engines including, a support, a shaft carried by the support and having a driving connection, a driven connection on the engine adapted to be engaged by the driving connection, a driven gear on the shaft, a quadrant gear adapted to engage the driven gear pivotally mounted upon the support, each tooth of the driven gear being formed with a relatively fiat surface extending substantially parallel to the axis of the driven gear and at an angle with respect to the periphery of the driven gear, said angle being substantially equal to the angle at which the periphery of the quadrant gear intersects the periphery of the driven gear, whereby jamming of the teeth of the driven gear with the teeth of the quadrant gear as said teeth mesh is prevented, a pressure fluid resposive element, an operating rod extending from the element, a link connecting the rod to the quadrant gear, and means for admitting a pressure fluid to the element to actuate the same.

7. A starter as set forth in claim 3, and a yieldable plunger carried by the support and constantly urged radially inwardly of the driven gear, whereby the plunger is urged into the valleys between adjacent teeth of the gear when the quadrant gear is disengaged from the driven gear.

8. A starter for internal combustion engines including, a support, a shaft carried by the support and having a driving connection, a driven connection on the engine adapted to be engaged by the driving connection, a driven gear on the shaft, a first cylinder, a piston in the cylinder, a second cylinder, a second piston in the second cylinder, a piston rod connecting the two pistons and extending from one of the cylinders, the extending portion of the piston rod carrying a gear rack adapted to engage the driven gear upon longitudinal movement of the piston rod, and means for admitting fluid under pressure to the cylinders to cause the piston rod to move lonnection, betweenthe. shaft, andflthe engine, and gitudinally. pressure fiuidresponsive, means for operating/the 9. A starter as set forth in claim 8, wherein toothed means to revolvelthegear and crank the the two cylinders are axially alined and thesecengine. 4 ond cylinderis smaller in diameter than the 5 WILLIAM R. KING; first cylinder.

10 A starter as set forth in claim 8, and a roller REFERENCES CITED i by. the support upon which the gear rack The following references are of record in. the n es. 1

11. A starter for internal combustion engines 10 file of thls patent including, a supporting element, a shaft recipro- UNITED STATES, PATENTS cally mounted in the supporting element, a driv- Number Name, Date ing connection between the shaft and the en- 1,020,106 Maxim Man 12, 1912 n adapted'to be engaged or released upon 1,021,957 Withers-ct: a1 May'28, 1912 ciprocation of the shaft, a gear mounted on the 15 1,043,399 0915'! NO); 5,1912 shaft for revolving the same and rigidly con- 34 5 Ma 2341916 nected thereto 80 s to be eld a ai s rotative 1,407,713 Watt et, a1.. -Feb. 28,192 or longitudinal movement on said shaft, toothed 1,415,531 Delano- May 9,1922 means for revolving the gear movable into and 1,512,379 -m 1924 out of engagement with said gear whereby when 20 1 13,702 11 Jan 11, 192?] the toothed means is disengaged from the gear 2,150,026 7,1939 the shaft may be freely reciprocated or revolved 2,404,419 Weathefly July- 23', 1946 to completely engage or release the driving con- 

